In that simulator, candidates are to learn some of the upset recovery techniques. Randy Brooks, a vice president at Aviation Performance Solutions in Mesa, Arizona, said a study of 16 accidents involving upsets (extreme banks, climbs, dives) revealed the pilot did the wrong thing. “In 16 out of 16 accidents the pilot did something that was contradictory to whatever training they would have had,” he said. As it turns out, the International Civil Aviation Organization that happens to be headquartered in Canada (it is for the world, not just Canada) will recommend to the world at some point in the future that upset training extend to those wanting the commercial pilot certificate. Once again, AOPA has officially expressed concerns that the suggestion consider all the consequences. The FAA doesn’t have to follow the suggestion.
Simcom Training Centers’ Tracy Brannon said the new ATP multiengine rules “…elevate the requirements to meet the title of the certificate.” His company, where he is the chief operating officer, is planning an ATP course that will be close to the ones Simcom offers for a full type rating. A full type rating course includes 14 hours in a simulator, and the new FAA requirements for the ATP call for 10 hours. The academic part will also be very similar. He has had inquiries from airline companies interested in sending applicants to such a course.
Brannon pointed out that the new ATP rules apply only to multiengine aircraft. So, the pilots like myself who got the multiengine ATP, just for fun, can still have the option of getting the single-engine ATP that does not fall under the new requirements. Simcom has a Saab 2000 simulator that meets the new requirement for training in a simulated 40,000-pound simulator, but company officials have asked the FAA to consider letting them use less costly simulators for the Hawker 800 and Dornier 328 that simulate aircraft weighing less than 40,000 pounds. There is no word from the FAA as yet on the request.
The FAA guidelines also require that the ATP candidate demonstrate a proper recovery technique after being startled. Brooks manages to startle students while flying an actual training aircraft by distracting them. “Then we’re going to talk about things you like to do besides flying, where you live, whether or not you’ve got kids–anything that will take you out of the cockpit, thinking I’m not going to do something, and wham. You’re going to have a simulated wake vortex encounter, and you’re going to hear me say ‘recover.'” Brooks can train students to automatically recover in three 45-minute flights. The new ATP rules call for use of a simulator for situations where the nose is too high or too low.
Opponents of the new rules warned that they could reduce the supply of airline pilots. “They’re going to pay $12,000 and then we start them out in a $10,000 job,” said the owner of a North Carolina flight school. The full impact won’t be known until after the rules take effect late next summer. In the meantime, a few hours of aerobatic training can pay big benefits. Make sure the instructor startles you before you graduate.